Driving mechanism for motor-vehicles.



No. 792,663 PATENTED JUNE 20, 1 905. O. F. LUFKIN.

' DRIVING MECHANISM FOR MOTOR VEHICLES.

APPLICATION FILED FEB.15.1905.

SSHEETS-SHEET 1.

PATENTED JUNE 20, 1905 G. F. LUEKIN.

DRIVING MECHANISM FOR MOTOR VEHICLES.

APPLIOATION FILED FEB.15.1905.

3 SHEET$SEEET 2.

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PATENTED JUNE 20, 1905.

C. I. LUPKIN.

DRIVING MECHANISM FOR MOTOR VEHICLES.

APPLIOA'IION FILED FEB.15.1905.

a SHEETS-SHBET a,

Patented June Q0, 1905.

PATENT OFFICE.

CHAUNCEY F. LUFKIN, OF LIMA, OHIO.

DRIVING MECHANISM FOR MOTOR-VEHICLES.

SPECIFICATION forming part of Letters Patent No 792,663, dated June 20,1905. Application filed February 15, 1905. Serial No. 245,656.

T 0 all whom it 777/012,] concern:

Be it known that I, OHAUNoEY F. LUFKIN, a citizen of the United States,residing at Lima, in the county of Allen and State of Ohio,

' have invented new and useful Improvements in Driving Mechanism forMotor-Vehicles, of which the following is a specification.

This invention relates more particularly to a driving mechanism formotor-vehicles containing four gas-engines. In driving mechanisms ofthis character as heretofore constructed the four engines were arrangedin a row lengthwise of the front part of the vehicle and theirpiston-rods or pitmen were connected with cranks which were formed atdifferent angles and in one piece with a noncontinuous main shaft. Oneobjection to this construction is that in a four-passenger vehicle itnecessitates placing the rear seats so far back in the vehicle that theycome over the rear axle, where the passengers are subjected touncomfortable jolting. Another objection to this mode of driving is dueto the fact that the main shaft is very weak and liable to break, owingto the interruption of its continuity and the plurality of duplex ordouble-armed cranks formed thereon, causing not only annoyance anddelay, but also involving considerable expense for repairs.

The object of this invention is to overcome these objections, and thisis accomplished generally by so arranging the four gasengines that theyoccupy less space in the front part of the vehicle and permit the rearpassengerseats to be placed farther forward and by so constructing thetransmitting mechanism which connects the pistons and rods of thegas-engines with the main shaft that only straight or continuous shaftsand single-armed cranks are employed,'thereby avoiding breakage of thesame and the attendant annoyance and expense.

In the accompanying drawings, consisting of three sheets, Figure 1 is avertical longitudinal section of my improved driving mech Fig. 2 is averti- Fig. 3 is anisms for motor-vehicles. cal cross-section in line 22, Fig. 1.

a horizontal section in line 3 3, Fig. 1.

Similar letters of reference indicate corresponding parts throughout theseveral views.

A represents the main shaft of the driving mechanism, which is straightor continuous throughout its entire length and arranged lengthwise inthe vehicle. The rear end of this shaft is connected by any suitablemechanism with the rear wheels of the vehicle for propelling'the same.At its front end the shaft is operatively connected with four gasenginesB B C O, which are arranged in the form of a quadrangle, two of theengines being arranged one behind the other on one side of the mainshaft, while the other two are arranged in like manner on the oppositeside of this shaft. Each of these engines is preferably of the verticalfour cycle type and cornprises an upright cylinder d, a piston c,reciprocating in the cylinder, asingle-armed crank or crank-disk f,arranged below the cylinder, and a pitman or rodg, connecting the pistonwith the Wrist h of the crank.

I J represent two horizontal engine or intermediate shafts, which arearranged on opposite sides of the main shaft and parallel therewith.Each of these shafts is straight or continuous throughout its entirelength and carries at its opposite ends the singlearmed cranks of thepair of engines on the respective side of the main shaft. Between itsends each of the engine-shafts is provided with an intermediate gearpinion or wheel 7c. The intermediate gear-wheels 7c of bothengine-shafts mesh with opposite sides of a main gear-wheel L, which issecured to the main shaft, and thereby transmit the power of the severalengines to the main shaft.

The cranks of each engine-shaft may be arranged on diametricallyopposite sides thereof, so that the pistons of the engines connectedtherewith balance each other. The relative arrangement of the cranks onboth engineshafts is preferably, though not necessarily,

such that the pistons of the front engines move in unison and in adirection opposite to the pistons of the rear engines, thereby balancingthe motor of the driving mechanism as a whole. This is illustrated inFig. 2,

posite side of said shafts.

The valve mechanism of the engines may be of any suitable construction.The same is preferably operated from a horizontal valveshaft M, arrangedlengthwise above the main shaft and driven by gear-wheels m m, mountedon the valve-shaft and one of the engineshafts, respectively.

N represents a casing which incloses the gear-wheels, the cranks, theconnecting-rods, the engine-shafts, and the front end of the main shaft.This casing also serves as a frame for supporting the engine-cylindersat their lower ends and carries bearings n n, in which the engine-shaftsand the front end of the main shaft are journaled.

It will be noted that in my improved driving mechanism the four enginesare arranged more compactly than in the driving mechanism of this kindheretofore in use, rendering it possible to utilize the space thusgained to better advantage. This construction of the driving mechanismalso eliminates the use of crooked or non-continuous shafts, thesections of which have their opposing ends connected by duplex ordouble-armed cranks with the piston-rods, thereby reducing the liabilityof breakage to a minimum. A further advantage obtained by thisconstruction of driving mechanism is that it permits of dropping themain shaft down in line with the rear axle and operatively connecting.the'same directly with the latter by gear-wheels, thereby avoiding theuse of chains and sprockets or universal joints for this purpose. Iclaim as my invention A driving mechanism for motor-vehicles comprisinga straight or continuous main shaft, four gas-engines arranged in theform of a quadrangle and having vertical cylinders which are arranged inpairs on opposite sides of said main shaft, two straight or continuousengine-shafts arranged on opposite sides of the main shaft and paralleltherewith, each engine-shaft being provided at its opposite ends withsingle-armed cranks which are connected by rods with the pistons of thecylinders on the same side of the main shaft, a main gear-wheel on themain shaft, and intermediate gear-wheels arranged on the central partsof the engine-shafts and meshing with opposite sides of said maingear-wheel, substantially as set forth.

Witness my hand this 8th day of February, 1905.

CHAUNCEY F. LUFKIN.

Witnesses:

J. H. SECREST, WM. KLENGER.

